Identification of the relationship between economic and land use characteristics and urban mobility at the macroscopic level in Texas urban areas

Traffic congestion continues to be a growing problem for cities of all sizes in the United States. Transportation agencies in urban areas are facing the difficult challenges of providing an efficient and reliable transportation system for residents and businesses despite ever-diminishing resources. Agencies in these areas need the capability of determining the future benefits of transportation investments so they can communicate this information to the public. This capability is difficult for many agencies, especially some of the smaller ones, who may not have the resources to make these analyses without turning to expensive long-range models. This research uses readily available socio-economic, land use, and traffic congestion data from many of the Texas urban areas to create prediction models to estimate future traffic congestion levels. Many of the transportation agencies that could utilize this tool do not have the resources to deal with large complex databases. Thus, basic information such as income, employment, single family residences, or commercial properties, to name a few, is used to create the predictions models. Results from this research show that traffic congestion prediction models can be created from socio-economic and land use data. These models were created for eighteen individual Texas urban areas and several combinations of areas. Transportation agencies could use the results of this research to estimate future congestion in their respective areas

It's about time: Investing in transportation to keep Texas economically competitive - Appendices

APPENDIX A : PAVEMENT QUALITY (Zhanmin Zhang, Michael R. Murphy, Robert Harrison), 7 pages -- APPENDIX B : BRIDGE QUALITY (Jose Weissmann, Angela J. Weissmann), 6 pages -- APPENDIX C : URBAN TRAFFIC CONGESTION (Tim Lomax, David Schrank), 32 pages -- APPENDIX D: RURAL CORRIDORS (Tim Lomax, David Schrank), 6 pages -- APPENDIX E: ADDITIONAL REVENUE SOURCE OPTIONS FOR PAVEMENT AND BRIDGE MAINTENANCE (Mike Murphy, Seokho Chi, Randy Machemehl, Khali Persad, Robert Harrison, Zhanmin Zhang), 81 pages -- APPENDIX F: FUNDING TRANSPORTATION IMPROVEMENTS (David Ellis, Brianne Glover, Nick Norboge, Wally Crittenden), 19 pages -- APPENDIX G: ESTIMATING VEHICLE OPERATING COSTS AND PAVEMENT DETERIORATION (by Robert Harrison), 4 page

Review and Development of Revenue Models for A Co-Creation Platform In The Furniture Sector

Pricing is one of the most important, but underestimated tools, to enhance a company's profitability. Especially in the furniture sector, customers place a special interest in cost-efficient products and easy processes. Individualised and sustainable furniture can help to create a unique selling point and deliver real value to the customers. Therefore, a platform to create designs together is needed and can involve several stakeholders in the design and production phase. However, in order to include several stakeholders, the pricing and revenue model need to reflect individual needs and be a benefit to all. In this paper, the initial situation and potential revenue model options will be presented. Furthermore, multiple scenarios for practical use will be discovered and an overview given

The only known cyclopygid–‘atheloptic’ trilobite fauna from North America: the upper Ordovician fauna of the Pyle Mountain Argillite and its palaeoenvironmental significance

The trilobite fauna of the upper Ordovician (middle Katian) Pyle Mountain Argillite comprises a mixture of abundant mesopelagic cyclopygids and other pelagic taxa and a benthic fauna dominated by trilobites lacking eyes. Such faunas were widespread in deep water environments around Gondwana and terranes derived from that continent throughout Ordovician time but this is the only known record of such a fauna from North America and thus from Laurentia. It probably reflects a major sea level rise (the ‘Linearis drowning events’) as does the development of coeval cyclopygid-dominated deep water trilobite faunas in terranes that were marginal to Laurentia and are now preserved in Ireland and Scotland. The Pyle Mountain Argillite trilobite fauna occurs with a deep water Foliomena brachiopod fauna and comprises 22 species. Pelagic trilobites (mostly cyclopygids) constitute 36% of the preserved sclerites, and 45% of the fauna is the remains of trilobites lacking eyes, including one new species, Dindymene whittingtoni sp. nov. Three species of cyclopygid are present, belonging in Cyclopyge, Symphysops and Microparia (Heterocyclopyge). Cyclopygids are widely thought to have been stratified in the water column in life and thus their taxonomic diversity reflects the relative depths of the sea-beds on which their remains accumulated. A tabulation of middle and upper Katian cyclopygid-bearing faunas from several palaeoplates and terranes arranged on the basis of increasing numbers of cyclopygid genera allows an assessment of the relative depth ranges of the associated benthic taxa. The Pyle Mountain Argillite fauna lies towards the deeper end of this depth spectrum

Characterization of the gene encoding human sarcolipin (SLN), a proteolipid associated with SERCA1: Absence of structural mutations in five patients with brody disease

Sarcolipin (SLN) is a low-molecular-weight protein that copurifies with the fast-twitch skeletal muscle sarcoplasmic reticulum Ca2+ ATPase (SERCA1). Genomic DNA and cDNA encoding human sarcolipin (SLN) were isolated and characterized and the SLN gene was mapped to chromosome 11q22-q23. Human, rabbit, and mouse cDNAs encode a protein of 31 amino acids. Homology of SLN with phospholamban (PLN) suggests that the first 7 hydrophilic amino acids are cytoplasmic, the next 19 hydrophobic amino acids form a single transmembrane helix, and the last 5 hydrophilic amino acids are lumenal. The cytoplasmic and transmembrane sequences are not well conserved among the three species, but the lumenal sequence is highly conserved. Like SERCA1, SLN is highly expressed in rabbit fast-twitch skeletal muscle, but it is expressed to a lower extent in slow-twitch muscle and to an even lower extent in cardiac muscle, where SERCA2a and PLN are highly expressed. It is expressed in only trace amounts in pancreas and prostate. SLN and PLN genes resemble each other in having two small exons, with their entire coding sequences lying in exon 2 and a large intron separating the two segments. Brody disease is an inherited disorder of skeletal muscle function, characterized by exercise-induced impairment of muscle relaxation. Mutations in the ATP2A1 gene encoding SERCA1 have been associated with the autosomal recessive inheritance of Brody disease in three families, but not with autosomal dominant inheritance of the disease. A search for mutations in the SLN gene in five Brody families, four of which were not linked to ATP2A1, did not reveal any alterations in coding, splice junction or promoter sequences. The homozygous deletion of C438 in the coding sequence of ATP2A1 in Brody disease family 3, leading to a frameshift and truncation following Pro147 in SERCA1, is the fourth ATP2A1 mutation to be associated with autosomal recessive Brody disease

Cryogenics free production of hyperpolarized 129Xe and 83Kr for biomedical MRI applications

As an alternative to cryogenic gas handling, hyperpolarized (hp) gas mixtures were extracted directly from the spin exchange optical pumping (SEOP) process through expansion followed by compression to ambient pressure for biomedical MRI applications. The omission of cryogenic gas separation generally requires the usage of high xenon or krypton concentrations at low SEOP gas pressures to generate hp 129Xe or hp 83Kr with sufficient MR signal intensity for imaging applications. Two different extraction schemes for the hp gasses were explored with focus on the preservation of the nuclear spin polarization. It was found that an extraction scheme based on an inflatable, pressure controlled balloon is sufficient for hp 129Xe handling, while 83Kr can efficiently be extracted through a single cycle piston pump. The extraction methods were tested for ex vivo MRI applications with excised rat lungs. Precise mixing of the hp gases with oxygen, which may be of interest for potential in vivo applications, was accomplished during the extraction process using a piston pump. The 83Kr bulk gas phase T1 relaxation in the mixtures containing more than approximately 1% O2 was found to be slower than that of 129Xe in corresponding mixtures. The experimental setup also facilitated 129Xe T1 relaxation measurements as a function of O2 concentration within excised lungs

Network Structure and City Size

Network structure varies across cities. This variation may yield important knowledge about how the internal structure of the city affects its performance. This paper systematically compares a set of surface transportation network structure variables (connectivity, hierarchy, circuity, treeness, entropy, accessibility) across the 50 largest metropolitan areas in the United States. A set of scaling parameters are discovered to show how network size and structure vary with city size. These results suggest that larger cities are physically more inter-connected. Hypotheses are presented as to why this might obtain. This paper then consistently measures and ranks access to jobs across 50 US metropolitan areas. It uses that accessibility measure, along with network structure variables and city size to help explain journey-to-work time and auto mode share in those cities. A 1 percent increase in accessibility reduces average metropolitan commute times by about 90 seconds each way. A 1 percent increase in network connectivity reduces commute time by 0.1 percent. A 1 percent increase in accessibility results in a 0.0575 percent drop in auto mode share, while a 1 percent increase in treeness reduces auto mode share by 0.061 percent. Use of accessibility and network structure measures is important for planning and evaluating the performance of network investments and land use changes